Car-starter



('No Model.)

lVI. G. HUBBARD.

GAR STARTER.

No. 369,004. PatnteaAug. so', 1887.

N ETERS. Fhulwlhhagnphv UNITED STATES PATENT OFFICE MOSES G. HUBBARD, OF PHILADELPHIA, PENNSYLVANIA.

CAR-STARTER.

SPECIFICATION forming part of Letters Patent No. 369,004, dated August 30, 1887.

Application filed December 7, 1886. Serial No. 220.928. (No model.)

To all whom it maywncern:

Be it known that I, MosEs G. HUBBARD, of Philadelphia, county ofPhiladelphia,and State ofPennsylvania, have invented a new and useful Improvementin Car-Starters, of which the following is a full, clear, and exact description, reference beinghad to the accompanying drawing, making part of this specification.

My invention consists in certain improvements in my momentum brake and car-starter v for which my application, Serial No. 209,678,

for a patent was allow ed October 13, 1886, and is adapted especially to traction or cable cars and to electric or other motor cars, and toimprove the elements of the same in other respects.

My invention relates, first, to an improved construction and arrangementof the accumulator-spring to increase its capacity and constructing it in sections united by a coupling. Ialso connect the ends of thespring to the gearing and frame in a similar manner.

My invention further relates to an improved construction of the friction-clutch by means of which the force-accumulator spring is wound up with a force limited by the adhesion of the -friction-clutch, and in combining therewith a ratchet or toothed clutch, which permits the employment of a permanent-pressure frictionclutch, constructed and used as hereinafter described.

My invention further relates to an arrangement for limiting the force which the said friction-clutch can exert upon the gearing and other parts connected therewith; and it consists of an adjustable pivoted and sliding safetypawl adapted to stop the revolution of the friction-clutched winding wheel at any desired number of revolutions.

` My invention further relates to the arrangement and adaptation of my mower and reaper drive-wheel automatic friction-clutch (more fully described in my application for apatent, Serial No. 216,408) with the starting or pro pelling wheel, whereby greater efficiency and durability are attained.

My invention further relates to an improved construction of the frame-joint for permitting both a longitudinal sliding movement and a slight revolving movement of each section of the frame in conforming to the varying position of the car-axles.

The general construction of my invention is similar to my first above-mentioned arrangement; but when applied to a cable car increased capacity is required Ato carry the car over the blanks which occur in the cable system, and when crossing another cable,or wherever horses are now required in connection with a cable.

In constructing my permanent -pressure friction-clutch Iform the friction-surface e on or near the end of the long sleeve d', to engage with the friction-surfacel of one side of the operating-wheel M. Another friction-surface, e. is formed on the loose feathered collar d, which slides lengthwise of the sleeve d', and said friction-surface e engages with a corre spending friction-surface on the side of the operating-wheel M. On the opposite end of the sleeve d a screw-thread is cut, upon which the nutf is screwed up against the spring f', which is thus made to press against the collar d and force the friction surfaces together, whereby the operating` wheel M is permanently clutched between the two friction-snrfaces e and e', and thus making the amount of drivingpower easily adjusted, and the space between the two friction-rims forms a chamber in the wheel M, which may be filled with oil, thus insuring great durability ofthe friction-surfaces.

On the periphery of the wheel M a screw or Worm thread is formed, in which the free ends ofthe pivoted or sliding pawl Bare guided until the wheel rotates sufficiently to bring the stop K in contact with the pawl B, which will cause the frictionclutch to slip and permit the wheel to` stop, thus effectually limiting the number oi' revolutions of the driving-wheel and the strain upon the gearing and other parts should the frictionclutch rust or oiling be neglected.

The force-accumulator C is more conveniently manufactured and used and is much cheaper when made in sections; but it is dificult to unite the sections, and alsoto attach the ends to the gears and frame substantially. To do this I bend the end of the last coil of the spring parallel with the spring and introduce this end into a hole in the flange of the coupling, as shown at L, and vI form the ICO hubs b b on each side of the iiange of the coupling, around which one or more coils of the spring will rest and grip in a manner similar .to a rope or cable around a snubbing-post, and thus greatly diminish the strain upon the end ofthe spring in the fiange L. This ange L, with its hubs b b', also serves to support the united ends ofthe spring on the longitudinal shaft N.

The toothed clutch A is feathered to the axle and slides thereon in such manner as to engage with corresponding teeth on the end of the sleeve d', and thereby drive the winding-wheel M or be easily moved out of engagement therewith.

To diminish as much as possible the power required to discngage the clutch A, I form the working-faces of its teeth on an incline sufficient to permit it to be moved out of engagement with the sleeve d of the winding-wheel quite easily when the accumulator-spring is wound er strained to its full capacity. A suitable groove, R, is formed in the hub of the clutch A to adapt it to be operated by a lever which is connected with a vertical lever or other suitable device on the front end of the car, by means of which one easy movement of the drivers or engineers hand or foot will stop or start the car.

The starting gear-wheel H may be clutched directly to the axle, as shown and described in my said application, 'Serial No. 209,678, or it may be constructed on a loose sleeve on the axle in a manner similar to that in which my permanent-pressure friction-clutch above described is mounted on the axle, to permit its being thrown out of engagement with the axle by a similar toothed clutch, as shown at T. This is convenient for backing the car without disconnecting the accumulator-spring.

The accumulator-spring may be disconnected at the ratchet-coupling (shown at N2) for moving the gears to adjust the safety-pawl to wind more or less, as desired.

To construct my new frame-j oint, I bore into each ofthe sections of the side sills, O, of the intermediate'frame and introduce therein an iron tube or bushing, and in this tube or bushing I insert a round iron bar of sufficieutlength to give stability to the sills. For security and to prevent the possibility of splitting the sills I bolt a piece of wide band-iron bent around the end of the sills and through which the iron bar passes. The said round iron bar is shown at O', and the pieces of band-iron bent over and bolted to the sills are shown at I.

When my invention is used on cable cars, I use several accumulator-springs geared together, as shown at a a', and the ordinary automatic trips may be arranged in the track to engage and disengage the winding and propelling gearing at the proper times to carry the car over the blanks in the cable system; but for the ordinary stopping and starting of cable or other motor cars, to take on or let off passengers, the rear end of the first accumulator-spring is clutched to the frame by the toothed clutch NV, so that only one spring is used. This clutch is feathered to and made adjustable on a fixed sleeve, XV', projecting from the rear bearing of shaft N, and is readily operated by the gripman to adapt it to the ordinary use, or to propelling the carovcr the long blanks in the cable system by thc joint action of all the accumulator-springs geared together; but for other motor-carsonly one spring is required, and its rear end 1s attached directly to the frame. Fully twentytive per cent., and often one-half, of the propelling power required for streetcars' in crowded cities is lost by the constant stopping and starting of the cars. My invention is designed to prevent this loss of power and cnable the cable to start-cable cars without causing the great wear and abrasion of the strands of the cable, which is the greatest source of expense in that system of propelling cars, and which renders my invention as useful for them as it is for electric motors and horse-cars.

By thus saving so large a per cent. of the aggregate power, which is entirely lost by the stopping and start-ing, the mechanism required for propelling electric and other motor cars may be proportionately diminished in weight and cost and rendered practicable and economical, while, without my invention, the excessive weight of the mechanism required to propel the cars, and also to stop and start them so frequently,would be so destructive to the road-bed and track and so expensive as to be less economical than horse-power.

Having now described my invention, I Claiml. The spiral and circumferentially-acting accumulator spring constructed in sections, coupled together to act as one continuous spring.

2. The combination of an accumulatorspring made in sections with a coupling for uniting said sections, substantially as and for the purpose set forth.

3. A coupling or connection provided with a gripping-hub, in combination with a coilspring, for the purposes and substantially as specified.

4. The combination of several accumulatorsprings, arranged substantially as described, with interposed gear-wheels connecting the same, substantially as and for the purposes set forth.

5. The combination of an operating-wheel and a permanent-pressure friction -clutch whereby the operating force or strain is limited, substantially as and for the purposes described. y

6. A permanent-pressure friction-clutch, in combination with a force-accumulator, for the purposes and substantially as described.

7 rIhe combination of an operating-wheel, a permanent-pressure friction-clutch, and a movable toothed clutch, substantially as and for the purposes set forth.

S. The combination of an operating-wheel with a permanent-pressure 'friction-clutch IOO ILC

IIS

fadapted to be adjusted to different degrees of driving power, substantially as and for the purposes set forth.

9. The combination of a permanent-pressure friction-clutched Winding-wheel with an automatic or selfacting clutched startingwheel, substantially as and for, the purposes set forth.

10. The combination of the permanent-pressure friction-clutched winding-wheel with the automatic frictionclutched starting wheel,

substantiallyas and for the purposes specified. 11. They combination of a movable toothed d clutch, a permanent-pressure friction-clutched winding-wheel, and an automatic or self-acting clutched starting-wheel, substantially as and for the purposes described.

12. The combination of a friction-clutched winding-wheel and a toothed shifterclutch with an automatic starting-wheel and toothed shifter-clutch, whereby the whole may be thrown out of gear, substantially as land for the purposes set forth.

13. The combination ofthe friction-clutched operatingwheel with a safety-stop, whereby the strain upon the gear and accumulator is limited, substantially as and for the purposes specified.

14. The combination of an adjustable stop or safety-pawl with a friction-clutched winding-wheel, for the purposes substantially as specified.

l5. A force accumulator and permanent pressure friction-clutch, in combination with a toothed winding-clutch having the workingfaces of its teeth inclined to facilitate throwing out of gear,whereby the accumulator is easily released, substantially as and for the purposesA set forth.

16. The combination of a permanentpressure friction-clutched winding-wheel with an adjustable toothed clutch, substantially as described.

17. The combination of an automatic or selfclutching starting wheel with a movable toothed clutch, whereby the starting-wheel may be thrown out of gear to back the car, substantially as described.

18. The combination of the ratcheted springconnection with the safety-stop for conven- -ient adjustment, substantially as set forth.

19. The sliding and rolling frame -joint, adapted to permit the frame to conform to the varying position of the axles, substantially as speciiied. Y

20. The combination of a permanent-press ure friction-clutched winding-wheeLa forceaccumulator, and an automatic or self-acting starting-wheel, substantially as and for the purposes set forth.

21. A force accumulator constructed in parts and adapted, one part independently of the others, for starting a car and the whole for prolonging the movement, for the purposes substantially as set forth.

In testimony whereof I have hereunto set my hand this 4th day of December, A. D. 1886.

MOSES G. HUBBARD.

Vitnesses:

EDWARD E. PAXsoN, WM. T. RICHMOND. 

